Pneumatic valve



Jan. 27, 1533. R, v, MORSE 1,894,780

PNEUMATIC VALVE Filed Nov. 16, 1931 2 Sheets-Sheet l INVENTOR Jan. 17,1933. R. v. MORSE 1,894,780

PNEUMATIC VALVE Filed Nov. 16. 1931 BSheets-Sheet 2 INVENTOR E a-tented.lari, 17, 1933 UNITED S ATES ROBERT V. MORSE, OF NEW YGRK, N. Y.

PNEUMATIC VALVE Application filed November 16, 1931. Serial No. 575,898.

This invention relates to free-wheeling as applied to automobiles, forexample, and particularly to free-wheeling devices of the vacuumoperated type, or vacuum operated clutch controls, in which the clutchis operated by suction from the intake of the automobile engine. Ingeneral the operation of these devices is such that when the throttle isopened the vacuum or suction of the intake is reduced, allowing theclutch to engage, and when the throttle is closed,as by lifting the footoil the accelerator pedal,the suction in the intake is increased, andthis through a suitable piston pulls out the clutch, thus disconnectingthe engine from the wheels and automatically allowing free-wheeling.

These vacuum operated freewheeling devices ofier many advantages ofsimplicity and smooth engagement,as the operation of pressing theaccelerator pedal which allows the clutch to engage necessarily at thesame time speeds up the engine to meet it,so that the shocks possible inmechanical free-wheeling-devices are avoided. However, I have discoveredcertain latent defects in the vacuum systems which under certainconditions may result in excessive wear on the clutch, and the primaryobjects of this invention are to overcome such defects, reduce the wearon the clutch, prevent the possibility of any action analogous to ridingthe clutch, and

. prolong the life of the parts. Various other objects will becomeapparent as the description proceeds.

Referring now to the drawings Figure 1 is a view of an automobile powerplant, showing a typical form of free-wheeling apparatus of the vacuumtype, to which the present invention is applied as an accessory orimprovement, indicated in general by the reference numeral 1, and termeda pneumatic valve, This pneumatic valve 1 may be made in many difi'erentforms having the sameogeneral principle, and the remaining figuresillustrate various examples, ranging from extremely simple mechanicalforms to the more highly refined electrically con-' trolled types.

Figure 2 illustrates, partly in section, a

very simple form of pneumatic valve 1, having a ball check valve.

Figure 3 illustrates a somewhat more refined form of pneumatic valve 1,having a flutter valve with spring control and setscrew adjustment.

Figure 4 illustrates another modification of the pneumatic valve 1,having an adjustable poppet valve.

Figure 5 shows a cam or trigger controlled I will first briefly outlinethe general operation of a typical free-wheeling mechanism of thevacuum-controlled type. -Referring now to the drawings, Figure 1 showsnnautomobile power plant having the usual motor 2, carburetor 3, throttlevalve 4, intake manifold 5, steering wheel 6, hand throttle 7 on thesteering wheel, foot throttle-0r accelerator 8 on the floor, clutch 9and clutch pedal 10,all as generally found in common practice. Avacuumoperated free-wheeling attachment is shown in its usual or typicalform, consisting of a vacuum cylinder 12 containing a piston 13 which isconnected through a shaft, rod or cable 14 to the clutch pedal 10. Apipe 15 connects the cylinder 12 to the control valve 16, from whichanother pipe 17 leads to the intake manifold 5 of the motor, so thatwhen the control valve 16 is open the suction or vacuum of the motorintake 5 will be communicated to the cylinder 12 and draw up the piston13 so as to pull out the clutch pedal 10. In order to thus force orpermit the piston 13 to move, air at atmospheric pressure is admittedbelow the piston through the automatic valve 20 whenever the piston 13moves upward due to suetion above. When through the operation of any ofthe controls the suction ceases the normal action of the clutch drawsthe piston 13 down and in order to give a gentle engagement theautomatic valve then closes, forcing the air cushion to escape throughan adjustable relief valve or needle valve 21. This prevents any suddenor abrupt engagement of the clutch which might damage the car.-

The control valve 16 is normally operated by a rod or cable 23 attachedto the usual linkage 24 connecting the throttle 7 and accelerator 8 tothe throttle valve 4 at the motor,-so that in general the control valve16 is open when the throttle valve 4 is closed, and vioe-versa. Thuswhen the engine is pulling and the throttle valve 4 is open, the suctionat the intake 5 is ineffective and the clutch engages to drive the car,but when the throttle valve 4 is closed and the car coasting, thesuction is strong and is connected through the valve 16,to operate thepiston 13 in the cylinder 12 and disengage the clutch so that the car isfree-wheeling.

In general the action is automatic, by simply operating the acceleratorpedal 8 in the usual manner. The free-wheeling can be thrown out ofaction at any time by merely opening the hand throttle 7 slightly so asto reduce the suction in the intake manifold.

The details of a typical control valve 16 of the ordinary type can beseen on a larger scale in Figure 7, in which the plunger valve isconnected to the cable 23 and operates against the spring 31. Below theplunger ,30 a port 32 opens to the pipe 15 running to the main cylinder12; above the'plunger 30 and to the left a port 33 connects to the pipe17 runnin to the intake 5 of the motor; while above an to the right aport 34 opens to the outside air. When the accelerator pedal 8 ispressed the cable 23 and valve 30 move to the left and connect the pipe15 to the open air, permitting the clutch to engage. When the pressureon the accelerator pedal 8 is removed, allowing it to spring back in theusual manner, the cable 23 and valve 30 are moved to the right,connecting the pipe 15 to the pipe 17 so that the intake suctionoperates the cylinder 12 and disengages the clutch.

The foregoing is merely a typical example of vacuum apparatus well knownin the art. I have discovered, however, that such apparatus, and anyapparatus operating on the same general principles, is subject to acertain latent defect which under certain conditions may cause excessivewear in the clutch; and the principal object of the present invention isto improve such devices so as to overcome this difiiculty. In any suchapparatus where the clutch can be controlled by opening and closing thethrott1e,that is, by varying differences of pressure-it is possible tohave the throttle so set that there is some suction on the piston 13 ofthe vacuum cylinder 12 for a considerable period of time, but not enoughto promptly disengage the clutch. That is, there may be some tension onthe clutch cable 14, but not, enough to overcome the force of the clutchspring to actually disengage the clutch. If so, the efiect is the sameas riding the clu'tch,-i. e., the habit of some drivers of keeping theirfoot on the clutch pedal while driving so that the force of the clutchengaging spring is partly neutralized. This means that the clutch musttransmit its power with less than the proper ressure between the clutchplates, and this abit of riding the clutch is well known to be thecommon cause of rapid clutch wear, as it invites slipping which willruin the average clutch in a comparatively short time.

To overcome this difficulty I provide apparatus which will automaticallycause an instantaneous or discontinuous change in ressure in the vacuumsystem, as the pressure 15 varied up or down, so that the system cannotremain for any considerable time at an intermediate or partial pressureinsufiicient to actually operate it one way or the other. This insuresthat the system will either disengage the clutch promptly, or will nottry to disengage it at all,in other words, that there will be no ridingof the clutch, regardless of where the throttle may be accidentally set.

In general the invention consists of an auxiliary valve in the vacuumline which will remain open up to a certain point and then snap closedand remain closed beyond that point, so that the suction will instantlyump to a considerably higher value when the valve closes and cannot beprolonged at any intermediate value. This auxiliary valve may be 0 ratedby the air flow itself, and/or by meciiznical or electrical means.

Taking up the simplest forms first, Figure 2 shows a pneumatic valve 1having a ball check valve 40 adapted to suck closed against the valveseat 41, and o crating in a cage 42 which may be adjusted by screwing iton the threads 43 of the pipe 44, so as to regulate the clearancebetween the ball 40 and seat 41. The pneumatic valve 1 is shownconnected to the pipe 15 by the pipe 44 in the form of a T, being oneconvenient method of mounting, but it will be understood that any of thepneumatic valves herein described may be as well connected to the tank12, or anywhere in the suction line. In operation the weight andclearance of the ball 40 are adjusted so that with the full normalsuction with the throttle closed the'ball 40 will be sucked up againstthe seat 41 to close the valve, while if the suction is somewhat lessthe ball 40 will drop away and fully open the pneumatic valve, andsubstantially break the suction. This form of valve shown in Figure 2,while simple and cheap, is not so sensitive or susceptible to adjustmentas some of the forms to be described, and is also liable to be shakenloose by jarring of the car.

In the form shown in Figure 3, a fluttervalve 50 is hinged at 51 overthe end of the pipe 44 which connects to the pipe 15. The valve 50 isnormally held open by a spring 52, against an adjustable stop 53, bywhich the clearance or opening can be regulated. The tension of thespring 52 can also be adjusted, as indicated by the holes 54. Theoperation is similar to that described, in that the valve 50 will stayopen for moderate or slight suction, and snap shut under heavy suction,thus creating a discontinuous change of pressure. In other words, thevalve will stay open or closed, but not hang at an intermediateposition.

In the form shown in Figure 4, a poppet type valve 60 is used, with itsstem 61 guided to travel through the adjustable bushing 62 screwedinthepipe 44. An adjusting nut 65 is screwed on to the upper end of the valvestem 61, by means of which the opening or clearance of the valve 60 onits seat 64 can be adjusted. A valve spring 66 normally holds the valveopen, and the force of this spring can be adjusted by screwingthebushing 62 and nut 65. The operation is similar to that abovedescribed.

In Figure 5 the action 'of the valve 50 is supplemented by a cam ortrigger controlled trip, consisting of a cam element 70 moved by thethrottle control rod 71, and arranged so as to actuate a finger 72,which through a system of multiplying levers or linkages 73 opens orcloses the valve 50. The system operates against the spring 75. Such asystem, or any similar system having a cam or trigger control and amultiplying action, can give quick opening or closing at a definitethrottle setting.

In Figure 6 an electrically operated valve is shown,electricity being anexcellent medium for giving a positive qn-or-ofi' action. The valve 50is mounted over the end of the pipe 44 and is hinged at 80. A'spring 81normally holds the valve 50' closed,its action being aided, of course,by any suction in the pipe 44. Opposed to the spring is an electromagnet82 which attracts the valve 50 when energized. The magnet 82 isconnected by wire 83 to any suit-able'seurce of electrical energy 84 andbv wire 85 to a movable contact 7 86 operated by the throttle control71, through which the circuit is completed, by way of the wire 87 to thebattery 84. A switch 88 is preferably inserted in the electricalcircuit.

This electrical device operates as follows When the throttle is closedthe contact at 86 is broken, opening the circuit and permitting thevalve 50 to close. The automobile can then operate free-wheeling asdescribed; When the throttle is opened slightly the circuit is completedthrough the contact 86, the

' magnet 82 is energized, opening the valve 50,

and breaking'the suction or vacuum in the system, so that the clutch isengaged to drive t e car.

Another form of electrical pneumatic valve is shown in Figure 7. This.uses a poppet type valve 60, and the valve is normally held open by thespring 90. The valve stem 61 extends through the core of theelectro-magnet 82, which has an armored magnetic circuit or shell 92,except at the base where the magnetic circuit asses through the plate 95of the valve 60. his gives a strong, positive, magnetic action. Thecircuit of the electro-magnet includes the wire 83 to the battery 84 orother suitable source of electrical energ and wire 85 we movable contact86 operated by the throttle control 71, together with wire 87 and switch88'.

The operation is as follows: When the throttle is closed the electriccircuit is completed at the contact 86 and the magnet is energized, thusattracting the poppet-valve 60 to its seat and closing the pipe 44, sothat auction may be built up to operate the freewheeling. When thethrottle is opened slightly the contact at 86 is broken, opening thecircuit, de-energizing the magnet 82, and permitting the spring 90 toopen the valve and break the vacuum, so that the clutch will engage anddrive the car. The operation described is in a sense the converse ofthat described in Figure 6,in that in one case the spring opens thevalve and in the other the spring closes it, but either type may beused, as will be obvious to those skilled in the art, and also apoppet-valve may be substituted for a hinged or flutter valve, orviceversa. The type of valve,-whether poppet, hinged, flutter, piston orslide valve,-is immaterial, as will be obvious to those skilled in theart. In practice, in order to keep out dirt and rain, the valves areenerally surrounded by acasing or cover 9 as shown in Figure 1 or Figure3 for example, but omitted in the other figures for the sake ofclearness.

Having described the general principles of the invention, andillustrated it in various forms, the general scope and application ofthe invention can now be considered. It will be noted that the method ofjumping the pressure up or down so that it cannot drag through anintermediate zone of iulcertainty is generallv applicable to anyautomobile clutch or free-wheeling transmission device wherever it isactuated by the suction of a fluid, such as air, gas, or oil, whichvaries ticular form shown, and is susceptible to various modificationsand adaptations in different installations, as will "be apparent tothose mmualiamumm. i

' skilled in the art, without departin from the scope of the inventionas stated in t e following claims.

claim:

5 1.- In automotive. apparatus, the combination of a free-wheelingmechanism of the vacuum operated type, an accelerator pedal, a maincontrol valve for said vacuum mechanism operable bv said acceleratorpedal, and

an auxiliary valve of the quick acting type connected into said vacuummechanism whereby an abrupt change of vacuum pressure may be produced,however gradual the movements of'the main control valvemay be. 2. Inautomotive apparatus, the combination of a free-wheeling mechanism ofthe vacuum operated type, an accelerator pedal, a main control valve forsaid vacuum mechanism operable by said accelerator pedal, and W andauxiliary valve of the quick acting type connected into said vacuummechanism and arranged to accentuate changes of pressurein the vacuumsystem.

3. In automotive apparatus, the combination of a motor intake, athrottle valve connected to said intakeand operable to fine gradationsto produce smooth variations in the suction pressure in said intake, afreewheeling control valve connected to said intake so as to be exposedto said variations in valve also connected to said vacuum operateddevice, said auxiliary valve being normally open to the atmosphere whenthe suction is slight, so as to substantially break the vacuum, andarranged to snap shut when there is greater suction, to produce a suddenchange in the vacuum pressure.

5. In automotive apparatus, the combination of a motor intake, athrottle valve for said intake, an accelerator pedal for operating saidthrottle valve, a clutch, a vacuum a 0 rated mechanism for operatingsaid 0 utch, a main control valve for said vacuum mechanism, said maincontrol valve being operable by said accelerator pedal, connections fromsaid valve to the intake and to the vacuum operated mechanism, wherebythe suction of the intake may operate the mechanism through said valve,and an auxiliary valve also connected to the vacuum operated mechanism,said auxiliary valve being adapted to operate more quickly than the main

